Vaporizer for internal-combustion engines.



W. M. HARPSTER. VAPORIZER FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED AUG. 10, 1910. I y fififi Patented 1360.27, 3910 2 SEEETS- W M EARPSTBR. VAPORIZEE FOR INTERNAL OOMBUS'IXON ENGINES.

APPLIOATION lILED AUG 10. 1910.

Eatented Dec. 1910.

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a v 5 A 5 WILLIS M. HARPS'IEB, OF FLORENCE, KANSAS.

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Specification of Letters Patent.

VAPORIZER FOR- INTERNAL-COMBUSTION ENGINES.

Patented Dem 27, 191 3.

Application filed August 10, 1910. Serial No. 576,459;

To alt whom it may concern:

Be it known that I, lVILLIS M. Hanrs'rnm,

a citizen of the United States, residing at Florence, in the county of Marion and State of Kansas, have invented certain new and useful Improvements in Vaporizers for Internal-Combustion Engines, of which the following a specification, reference being had to the accompanying drawings.

This invention relates to improvements in internal combustion engines and more particularly to a vaporizer for'cngines of that type which utilize a gaseous mixture as the prbpelling medium, the invention having for its primary object the provision of a device whereby low grades of liquid hydrocarbon may be easily and successfully vaporized.

Another object of the invention resides 1n the provision of new and novel means for charging the ignition chamber oi the cy1inder with the gaseous mixture at the proper point'in the movement of the engine piston. A still fiu'ther object of the invention ,is to provide a very simple and eiiicient mechanism whereby any desired amount of fuel may be fed in accordance with the speed which is required. I

' A still further object ofthe invention exists in the utilization of the exhaust of the burned gases from. the explosion chamber for for completing the vaporization of the liquid fluid before it is finally discharged into the ignition chamber.

With these and other objects in view, the invention. consists of the novel features of construction, combination and arrangement of parts hereinafter -1"'ully described and claimed, and illustrated in the accompanying drawings, in which-- 7 Y Figure 1 is a side elevation of an engine embodying my invention; Fig. 2is an enlarged longitudinal section through the engins cylinder and the pump cylinder; Fig 3 is a section taken on the line 33 of Fig. 1

Fig. 1 is a detail perspective view of the means for regulating the feed of the liquid fuel; and Fig. 5 is a section taken on the line 5--5 of Fig. 2.

Referring more particularly to the drawing's 5 indicates the engine bed which may be of any conventional form and has mounted hereon the cylinder 6. Before proceeding further with the detail description of my invention, it may be stated, that while I have illustrated'in the accompanying drawings the well known horizontal reciprocating engine of the internal combustion type, it-

will be obvious that my invention is not limited in its application to this broad form of engine but may be applied to the vertical type of engine as well and also to s'single double or multiple cylinder engine, the number of cylinders requiring only a. simple du plication of parts.

It is a well known fact that the lower heavier grades of liquid hydrocarbon which is generally used as fuel for engines of the internal. combustion type, is much more difiicult to vaporize than the lighter and more refined grades of such fuel. It has-therefore become necessary in order to reduce the cost of operation and maintenance to a minimum, to supply suitable devices whereby these heavier grades of hydrocarbon liquid maybe vaporized. Such devices have heretofore been complicated in construction, thus rendering their adoption very expensive while at the same time. theirpractical efliciency has been unsatisfactory. In overcoming the above mentioned clifiiculties, I provide a. main supply tank 7 and an auxiliary tank or reservoir 8. Each of these supply tanks is connected by means of the pipes 9 and 10 respectively with the pump cylinder 11 which is suitably mounted upon the bed 5 of the em g-ine. A pipe 12 also extends from the pump cylinder 11 to the engine cylinder 6 and between its ends is coiled about the exhaust pipe 13 which communicates with the oriplosion chamber of the cylinder. The end '!of the pipe extends through the cylinder wall and is provided with a sprayingnozzle 14. This nozzle is disposcdimmediatelybe neath a spring pressed valve 15, the stem 15 of which extends through and. is movable in the casing wall16 secured to the wall of the cylinder 6. Between the end of this stem and the casino: wall an extension spring 1'2" is arrai'iged. This-spring is normally adapted to liftthe valve 15 upon its seat 15 formed in the cylinder wall. The surface of the valve 15 is corrugated as shown at 18 for a purpose. which will bemore fully herein after set forth.

The supply pipes 9 and 10 are. connected before reaching the pump cylinder 11 andare extended to saidcylinder in the form of, a single pipe. At this connection a'three- Way cock 19 is arranged in the supply pipe meshes with a larger Wher'by the How of fuel from the supply ta ks 3' and 8 to the pump cylinder may be controlled. Suitable check valves 20 are ovided to prevent back pressure of the d from the pump cylinder into the supol pipes and from the-conducting; pipe 19 hacli into the pump cylinder; Attir the liquid hydrocarbon or other fuel reaches the cylinder, it 1s forcibly erected trom cylinder through the pipe 12 mm the spray nozzle 14; beneath the valve 15. It will he obvious that for diilerent speeds of the ,cngii'le various amounts of the liquid must behjected at predetermined intervals in accordance with the reciprocation of the engine piston. This function I accomplish by means of the mechanism which will now be described in detail.

The usual fiy Wheel 21 is-of course eniplayed, and tothe crank shaftof this fly i. .eel one end of'the iston rod'22 is connected, the other end of said rod being pivoted in the piston head 23 mounted to reciproin the engine cylinder-6. A gear 2a. is also fixed upon the fly wheel shaft and car 25 mounted upon a stud shaft mounted on the engine bed. Upon one face of the gear 25 a cam is arranged which is adapted toengage a roller 27 mounted on 'the end of a lon itudinally movable bar 28 mounted in guides .29 secured to the side of the engine bed. To the other end of this bar a" lever 30 is pivoted i is normally disposed in longitudinal *uent With the bar 28. Withth'e end of he lever 30 the upper end of a vertically 'sposed oscillatory arm :1 is engaged. his arm is' pivoted at its lower end to the side of the engine bed and a sleeve 32 is arranged thereon for longitudinal movement; A link 33 connects the sleeve 32 to the outer end of a plungerfi l longitudinally movable in the pump cylinder 11. The outer end of this plunger is formed with a head plate 3a between which and the end of the cylinder 11 a coil spring 35 is disposed upon the pion er. This spring normally acts to force the bar 33 away from the pump cylinder thereby oscillating the vertical arm 31 and also moving the plunger 34 toward the end of the casing 11 away from the port in said ZDOVEHQIllJ of the arm 31. consequently byi;

L adiusting. the extent of oscillatory movemeat ofthe arm 31 the amount of liquid fuel fed to the cylinder may be regulated. This ad usting means involves an angular adjusting lever 36' pivoted intermediate of itsnuently no movement of the plunge;

end are slotted indicated 'n; communicatin with the )l30 12.

spring actuated locking dog is carried the lever 36 for engagement with the i of the rac segment. A linl; 3c is piv; to one end of the adjusting lever '36 and at its'other end to a pin 39 extending from one side of the vertically movable sleeve 7L. Upon observing Fig, 1 of the-drawings Willbe seen that when the lever is moved upon the, rack segment, the sleeve is moved vertically up or down upon the p voted arm 81. lVheu said sleeve is moved on the arm to its loiver pivoted end as show n in dotted lines, there is no longitudinal movement whatever of the link bar 33 and conse- 19 so that the oil will no longer be fed to the engine cylinder. oi: extreme movement of the sleeve posits side Walls of the 7 2 the oscillatory movement of the occasioned by the contact oi the cam 2t: carried by the gear--25 with the roller on the i,

end. of the longitudinally movable bar After the cam passes said roller the is returned to its normalposi ion b of a spring 4:0 one end of which is St to the bar and its other end to the be! 5 o the engine. In the event that too much fuel is being fed to the engine inproportion to its speed, the pivoted'lever 30which is con nectedto'the end of the bar- 28 i'nay be elevated as shown in dotted lines in Fig. 1 so that it will not contact with the upper end' of the arm 31 in the longitudinal movement of the bar 28.

In the operation of the mechanism above described,'it will be-seen that "the liquid li'ydroharbon will no-automatically fedatthe proper inte to the ignition chamber of tlfe engine o ndcr. fifhen the engine is first started, the cock 19 is turned so that the lighter and more refined fuel containe in the reservoir 8 is allowed to enter the pump cylinder lL-comn'u ,acation between the tank 7 and said cylinder being out In the operation of the pump above forth, the oil forced through the pipe 12 and is discharged in fine spray from the nozzle 14-. In its movement from the pump cylinder to the nozzle the oil passes through the coiled portion of the pipe which disposed about the exhaust 13 of the engine. The liquid is thus heated to a certain eta tent but not enough to vaporize the same. As the engine piston 23 moves to the posistion indicated in Fig, 2 of the drawings, the

viilve 15 is lifted from its and the heat caused by the previous explosion in the ignition chamber is retained by the corrugated surface 18 of the valve. Simultaneously With' the rising of the valve the oil is sprayed ends upon a rack segment .37. The usual l from the nozzle 14: upon the same at which time air is admitted through the skeleton casing 16 into the ignition chamber. As the fine jets of highly heated fuel strike upon the heated valve '15, they are completely vaporized and mixed with the ingoing cold air currents. After entering the ignition chamber and upon the return stroke a pipe when the same action is repeated.

from the foregoing it is believed that the construction, operation, and many advantages of my improved vaporizing device and feeding mechanlsm Wlll be read ly under-- stood. its construction is comparatively Y simple and it is highly efficient in practical use. it is obvious that owing to the fact that the lower and heavier grades of oils may be successfully vaporized, the cost of operation and maintenance of the engine is greatly reduced.

-'i i'hile I have shown and described-the preferred gonstruction and arrangement of the various elements of the invention, it will be understood that the same may be variously modified without departing from the essential feature or sacrificing any of the advantages involved therein.

Having thus described the invention what is claimed is In combination with an internal combustion engine including a cylinder, ignition chamber, piston, andcrank shaft,'a spring controlled air valve seated in the wall of the ignition chamber, the inner surface of said valvebeing corrugated, a liquid fuel supply pipe coiled about the exhaust pipe from the ignition chamber and provided with a spraying nozzle on its discharge end disposed beneath the air valve, a pump for forcibly ejecting the liquid fuel from the spraying nozzle, said pump comprising a plunger, an oscillatory arm, a link connecting the arm and plunger, means operable from the crank shaft of the en ine engaging said arm to reciprocate the p un er, and means for adjusting the link on said the supply of fuel to the engine.

- In testimony whereof I hereunto afiix my signature in the presence of two witnesses. WILLIS M. HARPSTER. 'Witnesses:

M. M. GINETTE, C. M. LmooLN;

arm to I vary the stroke of the plunger and regulate- 

